JPH036533Y2 - - Google Patents

Info

Publication number
JPH036533Y2
JPH036533Y2 JP1985008174U JP817485U JPH036533Y2 JP H036533 Y2 JPH036533 Y2 JP H036533Y2 JP 1985008174 U JP1985008174 U JP 1985008174U JP 817485 U JP817485 U JP 817485U JP H036533 Y2 JPH036533 Y2 JP H036533Y2
Authority
JP
Japan
Prior art keywords
seat
sheet
valve
sheet member
hole
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired
Application number
JP1985008174U
Other languages
Japanese (ja)
Other versions
JPS61124465U (en
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed filed Critical
Priority to JP1985008174U priority Critical patent/JPH036533Y2/ja
Priority to DE19863601833 priority patent/DE3601833A1/en
Priority to US06/820,968 priority patent/US4700991A/en
Publication of JPS61124465U publication Critical patent/JPS61124465U/ja
Application granted granted Critical
Publication of JPH036533Y2 publication Critical patent/JPH036533Y2/ja
Expired legal-status Critical Current

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/36—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force
    • B60T8/3695—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition including a pilot valve responding to an electromagnetic force wherein the pilot valve is mounted separately from its power section
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T11/00—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant
    • B60T11/10—Transmitting braking action from initiating means to ultimate brake actuator without power assistance or drive or where such assistance or drive is irrelevant transmitting by fluid means, e.g. hydraulic
    • B60T11/28—Valves specially adapted therefor
    • B60T11/34—Pressure reducing or limiting valves
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/32—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration
    • B60T8/34—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition
    • B60T8/42—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force responsive to a speed condition, e.g. acceleration or deceleration having a fluid pressure regulator responsive to a speed condition having expanding chambers for controlling pressure, i.e. closed systems
    • B60T8/4208—Debooster systems
    • B60T8/4225—Debooster systems having a fluid actuated expansion unit
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S303/00—Fluid-pressure and analogous brake systems
    • Y10S303/02—Brake control by pressure comparison

Landscapes

  • Engineering & Computer Science (AREA)
  • Physics & Mathematics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Fluid Mechanics (AREA)
  • Electromagnetism (AREA)
  • Valves And Accessory Devices For Braking Systems (AREA)

Description

【考案の詳細な説明】 〔考案の目的〕 （産業上の利用分野） 本考案は、自動車等の車両のブレーキ液圧制御
用弁装置に関し、特にアンチスキツド制御装置に
使用するブレーキ液圧制御用弁装置に関するもの
である。[Detailed description of the invention] [Purpose of the invention] (Field of industrial application) The present invention relates to a brake fluid pressure control valve device for vehicles such as automobiles, and in particular to a brake fluid pressure control valve used in an anti-skid control device. It is related to the device.

（従来の技術） アンチスキツド制御装置は、周知のように、ブ
レーキ時、車輪がロツクする前兆を検出して、ブ
レーキマスタシリンダとホイルブレーキシリンダ
とを両者間に配置したカツト弁により液圧的に遮
断し、且つ、ホイルブレーキシリンダ側の液圧回
路容積を増大してホイルブレーキシリンダのブレ
ーキ液圧を低下させることにより車輪ブレーキ力
を減少させ、これにより車輪のロツク傾向が解消
した時は再びホイルブレーキシリンダ側の液圧回
路容積を減少させてブレーキ液圧を増大させるこ
とにより車輪ブレーキ力を増大させるものであ
る。(Prior Art) As is well known, an anti-skid control device detects a sign that a wheel is about to lock up during braking, and hydraulically shuts off a brake master cylinder and a wheel brake cylinder using a cut valve disposed between the two. In addition, the wheel brake force is reduced by increasing the hydraulic pressure circuit volume on the wheel brake cylinder side and lowering the brake fluid pressure in the wheel brake cylinder, and when the tendency of the wheels to lock is resolved, the wheel brake is applied again. The wheel braking force is increased by decreasing the hydraulic circuit volume on the cylinder side and increasing the brake fluid pressure.

このようなアンチスキツド制御装置において
は、カツト弁を開放させる装置の故障によりカツ
ト弁が不本意に閉鎖し、従つてブレーキマスタシ
リンダからホイルブレーキシリンダへのブレーキ
液圧供給ができずブレーキ不可能となる心配があ
るため、例えば特開昭58−199258号公報に記載さ
れているように、カツト弁を開放させる装置の故
障に応答して開放するバイパス弁をカツト弁と並
列に設置し、以つて上記の心配を解消している。 In such an anti-skid control device, the cut valve involuntarily closes due to a failure in the device that opens the cut valve, and therefore brake fluid pressure cannot be supplied from the brake master cylinder to the wheel brake cylinder, making braking impossible. Because of this concern, for example, as described in Japanese Patent Application Laid-Open No. 199258, a bypass valve that opens in response to a failure in the device that opens the cut valve is installed in parallel with the cut valve, and the above-mentioned This eliminates the worries of

（考案が解決しようとする問題点） 上記公開公報に記載されたものでは、ブレーキ
マスタシリンダと接続する入口及びホイルブレー
キシリンダと接続する出口を有したボデーに入口
及び出口と夫々連通する第１及び第２のシリンダ
孔を平行に設け、その一方のシリンダ孔内にカツ
ト弁とこれを開閉制御する減圧ピストン等を組込
み、またその他方のシリンダ孔内にはバイパス弁
とこれを開閉制御するバイパスピストン等を込ん
でいる。(Problems to be Solved by the Invention) In the above-mentioned publication, the body has an inlet connected to the brake master cylinder and an outlet connected to the wheel brake cylinder. The second cylinder holes are provided in parallel, and a cut valve and a pressure reducing piston for controlling the opening and closing of the cut valve are installed in one cylinder hole, and a bypass valve and a bypass piston for controlling the opening and closing of the cut valve are installed in the other cylinder hole. etc. are included.

しかしながら、ボデーに２つのシリンダ孔とこ
れらを接続するための通路を設ける必要があるば
かりか、一方のシリンダ孔内にカツト弁の構成部
材、即ちシート部材、弁体及びスプリング等と減
圧ピストンとを組込んで閉鎖部材により閉鎖する
とともに、他方のシリンダ孔内にバイパス弁の構
成部材、即ち一対のシート部材、弁体及びスプリ
ング等とバイパスピストンとを組込んで閉鎖部材
により閉鎖する必要がある。従つてボデーが大型
化すると言つた問題があるばかりか、加工工数、
組付け工数が多くて生産性が悪いと言つた問題が
ある。 However, not only is it necessary to provide two cylinder holes in the body and a passage to connect them, but also the components of the cut valve, such as the seat member, valve body, spring, etc., and the pressure reducing piston are installed in one cylinder hole. At the same time, it is necessary to assemble the components of the bypass valve, such as a pair of seat members, a valve body, a spring, etc., and a bypass piston into the other cylinder hole and close the cylinder hole using the closing member. Therefore, not only is there the problem of increasing the size of the body, but also the number of machining steps and
There is a problem in that it requires a lot of assembly man-hours and productivity is poor.

そこで本考案は、ボデーの１つのシリンダ孔内
に前記カツト弁及びバイパス弁に夫々相当する２
つの弁を組込んで前記諸問題を解消し、且つ、構
成部材数を可及的に減らすとともに組付け性を良
好とし、構成部材間の密封も確実にすることをそ
の目的とする。 Therefore, the present invention provides two valves corresponding to the cut valve and the bypass valve, respectively, in one cylinder hole of the body.
The purpose is to solve the above-mentioned problems by incorporating two valves, to reduce the number of component parts as much as possible, to improve ease of assembly, and to ensure sealing between the component parts.

〔考案の構成〕[Structure of the idea]

（問題点を解決するための手段） 上記目的に従う本考案ブレーキ液圧制御用弁装
置は、ブレーキマスタシリンダと接続する入口と
ホイルブレーキシリンダと接続する出口及びこれ
らと連通するシリンダ孔を有したボデーと、前記
シリンダ孔内にシリンダ孔内周面に対して密封的
に嵌入・固定され且つ軸方向を有した第１シート
部材と、前記シリンダ孔内にシリンダ孔内周面に
対して密封的に嵌入・固定されて前記第１シート
部材に隣接し且つ軸方向孔を有した第２シート部
材と、前記第１シート部材の前記孔及び前記第２
シート部材の前記孔にその一端側部分及び他端側
部分を夫々圧入されて前記第１シート部材及び第
２シート部材の内部に第１弁室及び第２弁室を
夫々形成する第３シート部材と、前記第１弁室及
び第２弁室に夫々収容された第１弁体及び第２弁
体と、前記入口を前記第１弁室及び前記第２弁室
を順次介して前記出口に接続するところの並列に
設けられた第１通路及び第２通路と、前記第１弁
体を前記第１シート部材のシート面に接触させて
前記第１通路を遮断させるとともに前記第２弁体
を前記第３シート部材のシート面から離脱させて
前記第２通路を開放させ且つ前記第２シート部材
のシート面に接触させて前記第１通路を遮断させ
るスプリングと、前記第１弁体を前記スプリング
に抗して前記第１シート部材のシート面から離脱
させる減圧ピストンと、前記第２弁体を前記スプ
リングに抗して前記第２シート部材のシート面か
ら離脱させ且つ前記第３シート部材のシート面に
接触させるバイパスピストンとを備えている。そ
して、前記第３シート部材の外周と前記第１及び
第２シート部材の内周面を密封するシールリング
が前記第３シート部材の外周に形成された環状溝
に組付けられており、前記第３シート部材の前記
環状溝よりも端側の端部が前記第１及び第２シー
ト部材の内周面とは接触しない外径に設定されて
いる。 (Means for Solving the Problems) The brake fluid pressure control valve device of the present invention according to the above object has a body having an inlet connected to a brake master cylinder, an outlet connected to a wheel brake cylinder, and a cylinder hole communicating with these. a first sheet member that is fitted and fixed in the cylinder hole in a sealed manner with respect to the inner peripheral surface of the cylinder hole and has an axial direction; a second sheet member that is fitted and fixed and is adjacent to the first sheet member and has an axial hole;
a third sheet member whose one end side portion and the other end side portion are press-fitted into the hole of the sheet member, respectively, to form a first valve chamber and a second valve chamber inside the first sheet member and the second sheet member, respectively; a first valve body and a second valve body accommodated in the first valve chamber and the second valve chamber, respectively; and the inlet is connected to the outlet through the first valve chamber and the second valve chamber in sequence. A first passage and a second passage provided in parallel, and the first valve body is brought into contact with the seat surface of the first seat member to shut off the first passage, and the second valve body is connected to the second passage. a spring that is detached from the seat surface of the third seat member to open the second passage and is brought into contact with the seat surface of the second seat member to shut off the first passage; and the first valve body is attached to the spring. a depressurizing piston that causes the second valve body to separate from the seat surface of the first seat member against the spring; and a bypass piston that is brought into contact with the piston. A seal ring that seals the outer circumference of the third sheet member and the inner circumferential surfaces of the first and second sheet members is assembled in an annular groove formed on the outer circumference of the third sheet member, and An end portion of the third sheet member closer to the annular groove is set to have an outer diameter such that it does not come into contact with the inner circumferential surfaces of the first and second sheet members.

（作用） 上記の如き構成の本考案ブレーキ液圧制御用弁
装置は、１つのシリンダ孔内に２つの弁の構成部
材、即ち第１シート部材、第２シート部材、第３
シート部材、第１弁体、第２弁体及びスプリング
等と減圧ピストン及びバイパスピストンとを組込
んでいるため、従来装置において２つのシリンダ
孔を接続するためボデーに形成していた通路は不
要であり、従来に比べてボデーが小型化し、また
シリンダ孔の開口を閉鎖する閉鎖部材も１つで足
りて構成部材が減少し組付性が向上する。殊に、
第１シート部材及び第２シート部材の軸方向孔に
第３シート部材を圧入して２つの弁の構成部材を
一体化しているため、その組付性は非常に良好な
ところである。(Function) The brake fluid pressure control valve device of the present invention configured as described above has two valve components in one cylinder hole, namely, a first seat member, a second seat member, and a third seat member.
Since the seat member, first valve body, second valve body, spring, etc., and the pressure reducing piston and bypass piston are incorporated, there is no need for a passage formed in the body to connect the two cylinder holes in conventional devices. The body is smaller than the conventional one, and only one closing member is required to close the opening of the cylinder hole, reducing the number of structural members and improving ease of assembly. Especially,
Since the third seat member is press-fitted into the axial holes of the first seat member and the second seat member to integrate the two valve components, the assemblability is very good.

上記の如きメリツトは、第１及び第２シート部
材の内周面及び第３シート部材の外周面をその全
長に亘り一定径の直筒状とした場合でも得られる
が、この場合には、第３シート部材を第１シート
部材、第２シート部材に圧入する工程で第１及び
第２シート部材の内周面が第３シート部材により
傷付けられてこの傷付いた面上を第３シート部材
の環状溝に嵌込まれたシールリングが摺動し且つ
組み立て状態にて接触することから、第３シート
部材の外周と第１及び第２シート部材間の密封不
良が生じる。これに対して本考案では、第３シー
ト部材の環状溝よりも端側の部分の外径が第１及
び第２シート部材の内周とは接触しないように設
定されているため、第３シート部材を第１シート
部材、第２シート部材に圧入する工程でシールリ
ングが摺動し且つ組み立て状態にてシールリング
が接触するところの第１及び第２シート部材の内
周面がシート部材圧入工程で傷付くことはなく、
従つて上記密封不良は生じないものである。殊
に、シールリングが接触するところの第１及び第
２シート部材の内周面がシート部材圧入行程で傷
付くことは第３シート部材の外径を一定径とし且
つ第１及び第２シート部材の内周を入口部の径を
第３シート部材の外径よりも大きくした段付き筒
状に形成することによつても達成できるが、しか
し、組み立て状態においてシールリングの非液圧
作用側に隙間ができ、ブレーキ時にシールリング
が高液圧により上記隙間にはみ出して損傷するこ
とが十分考えられる。これに対し、本考案ではシ
ールリングの液圧作用側に隙間が生じ、非液圧作
用側には隙間が生じないため、液圧の作用によつ
てシールリングが損傷する心配もないものであ
る。 The above advantages can be obtained even when the inner circumferential surfaces of the first and second sheet members and the outer circumferential surface of the third sheet member are shaped like a straight cylinder with a constant diameter over the entire length. In the step of press-fitting the sheet member into the first sheet member and the second sheet member, the inner circumferential surfaces of the first and second sheet members are scratched by the third sheet member, and the annular shape of the third sheet member is moved over the scratched surface. Since the seal ring fitted in the groove slides and contacts in the assembled state, a sealing failure occurs between the outer periphery of the third sheet member and the first and second sheet members. On the other hand, in the present invention, since the outer diameter of the portion of the third sheet member on the end side of the annular groove is set so as not to contact the inner periphery of the first and second sheet members, the third sheet member In the step of press-fitting the members into the first sheet member and the second sheet member, the seal ring slides, and the inner circumferential surfaces of the first and second sheet members where the seal ring contacts in the assembled state are in the sheet member press-fitting step. It won't hurt you,
Therefore, the above-mentioned sealing failure does not occur. In particular, the inner peripheral surfaces of the first and second sheet members where the seal ring contacts are damaged during the sheet member press-fitting process. This can also be achieved by forming the inner periphery of the seal ring into a stepped cylindrical shape in which the diameter of the inlet portion is larger than the outer diameter of the third seat member. It is quite conceivable that a gap will form and the seal ring will protrude into the gap due to high hydraulic pressure during braking and be damaged. In contrast, in the present invention, a gap is created on the hydraulic side of the seal ring, but no gap is created on the non-hydraulic side, so there is no fear that the seal ring will be damaged by the action of hydraulic pressure. .

（実施例） 以下、本考案の一実施例を図面に基づいて説明
することにより、本考案を一層明らかにする。(Example) Hereinafter, one embodiment of the present invention will be explained based on the drawings to further clarify the present invention.

第１，２図において、１はブレーキペダル、２
はブレーキマスタシリンダ２である。ブレーキマ
スタシリンダ２はブレーキペダル１の踏込みによ
り作動されてブレーキペダル踏力に応じた液圧を
液圧回路３に供給する。液圧回路３の液圧はブレ
ーキ液圧制御用弁装置１０を介して液圧回路４に
よりホイルブレーキシリンダ５に供給される。 In Figures 1 and 2, 1 is the brake pedal, 2
is the brake master cylinder 2. The brake master cylinder 2 is actuated by depression of the brake pedal 1 and supplies a hydraulic pressure to the hydraulic pressure circuit 3 according to the brake pedal depression force. The hydraulic pressure in the hydraulic circuit 3 is supplied to the wheel brake cylinder 5 by the hydraulic circuit 4 via the brake hydraulic pressure control valve device 10 .

ブレーキ液圧制御用弁装置１０のボデー１１
は、入口１１Ａと出口１１Ｂ及びシリンダ孔１１
Ｃを有している。シリンダ孔１１Ｃの左方部に
は、その外周の２つの環状溝にリング形カツプシ
ール１２を組付けた減圧ピストン１３がシリンダ
孔内周面に対し密封的に且つ摺動可能に嵌入され
ている。また、シリンダ孔１１Ｃの中央部には、
各々の外周の環状溝２０Ｆ，２１Ｅにシールリン
グ１４を組付け且つその内部に、第１弁体１５、
第２弁体１６、スプリング１７及びその外周の環
状溝１９Ｃ，１９Ｄにシールリング１８を組付け
た第３シート部材１９を組込んだ第１シート部材
２０及び第２シート部材２１がシリンダ孔内周面
に対し密封的に嵌入・固定されている。更に、シ
リンダ孔１１Ｃの右方部内には、その外周の２つ
の環状溝にシールリング２２を組付け且つその内
部に、２つのリング形カツプシール２３を組付け
たバイパスピストン２４を密封的に且つ摺動可能
に嵌した閉鎖部材２５がシリンダ孔内周面に対し
密封的に嵌入・固定されている。 Body 11 of brake fluid pressure control valve device 10
The inlet 11A, the outlet 11B and the cylinder hole 11
It has C. A decompression piston 13, which has a ring-shaped cup seal 12 assembled in two annular grooves on its outer periphery, is fitted into the left side of the cylinder hole 11C in a sealed and slidable manner with respect to the inner peripheral surface of the cylinder hole. In addition, in the center of the cylinder hole 11C,
A seal ring 14 is assembled into the annular grooves 20F and 21E on the outer periphery of each, and a first valve body 15,
The second valve body 16, the spring 17, and the first seat member 20 and the second seat member 21 in which the third seat member 19 with the seal ring 18 assembled in the annular grooves 19C and 19D on the outer periphery of the spring 16 and the second seat member 21 are connected to the inner periphery of the cylinder hole. It is fitted and fixed to the surface in a sealed manner. Furthermore, a seal ring 22 is installed in two annular grooves on the outer periphery of the right side of the cylinder hole 11C, and a bypass piston 24 with two ring-shaped cup seals 23 installed inside the seal ring 22 is installed in a sealing and sliding manner. A movably fitted closing member 25 is hermetically fitted and fixed to the inner peripheral surface of the cylinder hole.

これらシート部材２０，２１と閉鎖部材２５の
固定はボデー１１の段部１１ａとシリンダ孔１１
Ｃの右端開口部内に螺合された環状部材２６とで
シート部材２０，２１と閉鎖部材２５およびガス
ケツト２７，２８を締めつけることで達成されて
いる。 The seat members 20, 21 and the closing member 25 are fixed to the stepped portion 11a of the body 11 and the cylinder hole 11.
This is achieved by tightening the seat members 20, 21, the closing member 25, and the gaskets 27, 28 with the annular member 26 screwed into the right end opening of C.

シート部材１９，２０，２１、弁体１５，１
６、スプリング１７、シールリング１４，１８の
組み立て体について詳しく説明する。第１シート
部材２０は軸方向孔２０Ａ、シート面２０Ｂ、通
孔２０Ｃ，２０Ｄ、環状溝２０Ｅを有しており、
また第２シート部材２１は軸方向孔２１Ａ、シー
ト面２１BB、通孔２１Ｃ，２１Ｄを有してお
り、第３シート部材は通孔１９Ａ、シート面１９
Ｂを有している。第３シート部材１９の環状溝１
９Ｃ，１９Ｄよりも端側部分１９ａ，１９ｂの外
径Ｄ１は軸方向孔２０Ａ，２１Ａの圧入部径Ｄ２
よりも小さく設定されている。また第３シート部
材１９の中央部１９ｃの外径Ｄ３はＤ２よりも大
きく、この中央部から端面までの長さＬ１，Ｌ２
は軸方向孔２０Ａ，２１Ａの圧入部長さＬ３，Ｌ
４よりも短い。これら部材の組み立ては、第２図
において先ず第１弁体１５及びスプリング１７が
第１シート部材２０の軸方向孔２０Ａに挿入さ
れ、次いでシールリング１８を組付けた第３シー
ト部材１９がその一端（第２図で左端）から軸方
向孔２０Ａにその端面が段部２０ａに当接するま
で圧入される。その後、第２弁体１６が第２シー
ト部材２１の軸方向孔２１Ａ内に挿入され、次い
で第２シート部材２１が第３シート部材１９の他
端部に、第２シート部材２１が第１シート部材２
０に当接するまで圧入される。第２シート部材２
１を第３シート部材１９に圧入する際、通孔２０
Ｄ，２１Ｄが一直線となるようにこれら通孔に治
具としてのピンが通され、圧入後抜き取られるも
のである。従つて、シート部材２０，２１の軸方
向孔２０Ａ，２１Ａの内周面のうちでシールリン
グ１８が圧入工程で摺動し且つ組み立て状態で接
触する部分は圧入前の傷のない状態を保ち、第３
シート部材１９の外周と第１及び第２シート部材
の内周間の密封は的確に得られる。 Seat members 19, 20, 21, valve bodies 15, 1
6. The assembly of the spring 17 and seal rings 14 and 18 will be explained in detail. The first sheet member 20 has an axial hole 20A, a sheet surface 20B, through holes 20C and 20D, and an annular groove 20E.
The second sheet member 21 has an axial hole 21A, a seat surface 21BB, and through holes 21C and 21D, and the third sheet member has a through hole 19A and a sheet surface 19.
It has B. Annular groove 1 of third sheet member 19
The outer diameter D1 of the end portions 19a and 19b from 9C and 19D is the press-fit portion diameter D2 of the axial holes 20A and 21A.
is set smaller than. Further, the outer diameter D3 of the central portion 19c of the third sheet member 19 is larger than D2, and the lengths L1 and L2 from this central portion to the end surface are
are the press-fit lengths L3 and L of the axial holes 20A and 21A.
shorter than 4. To assemble these members, in FIG. 2, the first valve body 15 and spring 17 are first inserted into the axial hole 20A of the first seat member 20, and then the third seat member 19 with the seal ring 18 assembled is inserted at one end thereof. It is press-fitted into the axial hole 20A from the left end (in FIG. 2) until its end surface abuts against the stepped portion 20a. Thereafter, the second valve body 16 is inserted into the axial hole 21A of the second seat member 21, and then the second seat member 21 is attached to the other end of the third seat member 19, and the second seat member 21 is attached to the first seat. Part 2
It is press-fitted until it touches 0. Second sheet member 2
1 into the third sheet member 19, the through hole 20
A pin as a jig is passed through these through holes so that D and 21D are in a straight line, and is removed after being press-fitted. Therefore, the portions of the inner circumferential surfaces of the axial holes 20A, 21A of the sheet members 20, 21, where the seal ring 18 slides during the press-fitting process and contacts in the assembled state, remain undamaged before press-fitting. Third
Accurate sealing can be achieved between the outer periphery of the sheet member 19 and the inner peripheries of the first and second sheet members.

環状溝２０Ｅ、通孔２０Ｃ、弁室４５、減圧室
４６、通孔２０Ｄ，２１Ｄ、室４７、弁室４８、
通孔２１Ｃは入口１１Ａと出口１１Ｂとを接続す
る第１通路を形成し、環状溝２０Ｅ、通孔２０
Ｃ、弁室４５、通孔１９Ａ、弁室４８、通孔２１
Ｃは第２通路を形成するものである。 Annular groove 20E, through hole 20C, valve chamber 45, decompression chamber 46, through holes 20D, 21D, chamber 47, valve chamber 48,
The through hole 21C forms a first passage connecting the inlet 11A and the outlet 11B, and the annular groove 20E and the through hole 20
C, valve chamber 45, through hole 19A, valve chamber 48, through hole 21
C forms a second passage.

第１図において、液圧ポンプ２９は、電動機３
０により作動され、リザーバ３１より作動液を吸
入してチエツク弁３２を介して液圧回路３３に吐
出する。この液圧回路３３には畜圧器３４と圧力
応答スイツチ３５が接続されている。この圧力応
答スイツチ３５と電動機３０は電子制御部３６と
接続され、電子制御部３６は圧力応答スイツチ３
５からの信号に基づき電動機３０と、畜圧器３４
内の液圧が、装置の作動に必要とされる所定範囲
内に存在するように作動させる。畜圧器３４の液
圧は液圧回路３３によりレギユレータ弁３７を介
して液圧回路３８に供給される。レギユレータ弁
３７は非ブレーキ時にはスプリング３７ａにより
設定された液圧を、またブレーキ時にはブレーキ
マスタシリンダ２が発生する液圧に比例し且つそ
れよりも適宜高い液圧を液圧回路３８に供給す
る。液圧回路３８の液圧は、ボデー１１の口１１
Ｄから閉鎖部材２５の通路２５Ａを介してバイパ
スピストン２４の右側の室３９に供給され、バイ
パスピストン２４をして第２弁体１６をシート面
２１Ｂから離脱させてシート面１９Ｂに接触させ
ることに供されるとともに、常開のソレノイド弁
４０と液圧回路４１を介してボデー１１の口１１
Ｅから減圧ピストンの左側の室４２に供給され、
減圧ピストン１３をして第１弁体をシート面２１
Ｂから離脱させることに供される。液圧回路４１
は常閉のソレノイド弁４３を介してリザーバ３１
と接続される。両ソレノイド弁４０，４３は電子
制御部３６と接続されており、電子制御部３６は
ブレーキ時において車輪の回転センサ４４からの
信号に基づきソレノイド弁４０，４３の作動を制
御する。 In FIG. 1, the hydraulic pump 29 is connected to the electric motor 3.
0, the hydraulic fluid is sucked from the reservoir 31 and discharged to the hydraulic circuit 33 via the check valve 32. A pressure accumulator 34 and a pressure responsive switch 35 are connected to this hydraulic circuit 33. The pressure responsive switch 35 and the electric motor 30 are connected to an electronic control section 36, and the electronic control section 36 is connected to the pressure responsive switch 35.
Based on the signal from 5, the electric motor 30 and the voltage accumulator 34
The hydraulic pressure within the device is within a predetermined range required for operation of the device. The hydraulic pressure of the pressure accumulator 34 is supplied by the hydraulic circuit 33 to the hydraulic circuit 38 via the regulator valve 37. The regulator valve 37 supplies the hydraulic pressure set by the spring 37a to the hydraulic circuit 38 during non-braking, and a hydraulic pressure proportional to and appropriately higher than the hydraulic pressure generated by the brake master cylinder 2 during braking. The hydraulic pressure of the hydraulic circuit 38 is applied to the opening 11 of the body 11.
D is supplied to the right chamber 39 of the bypass piston 24 through the passage 25A of the closing member 25, causing the bypass piston 24 to separate the second valve body 16 from the seat surface 21B and bring it into contact with the seat surface 19B. At the same time, the opening 11 of the body 11 is supplied via the normally open solenoid valve 40 and the hydraulic circuit 41.
E to the chamber 42 on the left side of the vacuum piston,
Press the pressure reducing piston 13 and place the first valve body on the seat surface 21.
It is used to separate it from B. Hydraulic circuit 41
is connected to the reservoir 31 via a normally closed solenoid valve 43.
connected to. Both solenoid valves 40, 43 are connected to an electronic control section 36, and the electronic control section 36 controls the operation of the solenoid valves 40, 43 based on a signal from a wheel rotation sensor 44 during braking.

車両の走行中は第１図の状態にある。第１図
は、減圧ピストン１３が第１弁体１５を第１シー
ト部材２０のシート面２０Ｂから離脱させ、バイ
パスピストン２４が第２弁体１６を第２シート部
材２１のシート面２１Ｂから離脱させ且つ第３シ
ート部材１９のシート面１９Ｂに接触させてい
る。従つて、車両を停止させるためにブレーキペ
ダル１が踏み込まれた場合は、ブレーキマスタシ
リンダ２が発生する液圧が液圧回路３−入口１１
Ａ−環状溝２０Ｅ−通孔２０Ｃ−弁室４５−減圧
室４６−通孔２０Ｄ−通孔２１Ｄ−室４７−弁室
４８−通孔２１Ｃ−出口１１Ｂ−液圧回路４を介
してホイルブレーキシリンダ５に供給され、車輪
にブレーキが掛かり、車両にもブレーキが掛か
る。 While the vehicle is running, it is in the state shown in FIG. In FIG. 1, the pressure reducing piston 13 separates the first valve body 15 from the seat surface 20B of the first seat member 20, and the bypass piston 24 causes the second valve body 16 to separate from the seat surface 21B of the second seat member 21. Moreover, it is brought into contact with the sheet surface 19B of the third sheet member 19. Therefore, when the brake pedal 1 is depressed to stop the vehicle, the hydraulic pressure generated by the brake master cylinder 2 is transferred to the hydraulic circuit 3 - the inlet 11.
A - Annular groove 20E - Through hole 20C - Valve chamber 45 - Decompression chamber 46 - Through hole 20D - Through hole 21D - Chamber 47 - Valve chamber 48 - Through hole 21C - Outlet 11B - Wheel brake cylinder via hydraulic circuit 4 5, the brakes are applied to the wheels and the vehicle is also braked.

ブレーキ時の車輪の回転状況はセンサー４４に
よつて検出されて電子制御部３６に伝達される。
電子制御部３６は、センサー４４からの信号に基
づき車輪のロツクの前兆を検出し、車輪のロツク
の前兆を検出した時にはソレノイド弁４０を閉作
動させるとともにソレノイド弁４３を開作動させ
る。これにより減圧ピストン１３の左側の室４２
の液圧が低下し、減圧室４６の液圧により減圧ピ
ストン１３が室４２側へ摺動し、この減圧ピスト
ン１３の摺動行程の初期にて第１弁体１５がスプ
リング１７によりシート面２０Ｂに接触させられ
て減圧室４６からホイルブレーキシリンダ５まで
のホイルシリンダ側液圧回路をブレーキマスタシ
リンダ２から遮断し、この後の減圧ピストン１３
の摺動によりホイルブレーキシリンダ側液圧回路
の容積が増大してホイルブレーキシリンダ５のブ
レーキ液圧が低下し、車輪に対するブレーキ力が
減少する。 The rotation status of the wheels during braking is detected by the sensor 44 and transmitted to the electronic control unit 36.
The electronic control section 36 detects a sign of wheel lock based on a signal from a sensor 44, and when a sign of wheel lock is detected, closes a solenoid valve 40 and opens a solenoid valve 43. As a result, the chamber 42 on the left side of the decompression piston 13
, the pressure in the pressure reduction chamber 46 causes the pressure reduction piston 13 to slide toward the chamber 42, and at the beginning of the sliding stroke of the pressure reduction piston 13, the first valve body 15 is moved by the spring 17 to the seat surface 20B. The wheel cylinder side hydraulic pressure circuit from the pressure reduction chamber 46 to the wheel brake cylinder 5 is cut off from the brake master cylinder 2, and the subsequent pressure reduction piston 13
Due to this sliding, the volume of the wheel brake cylinder side hydraulic pressure circuit increases, the brake hydraulic pressure of the wheel brake cylinder 5 decreases, and the braking force applied to the wheels decreases.

これによつて車輪の回速度が上昇し、センサー
４４からの信号により電子制御回路３６が車輪ロ
ツクの危険性の消滅を検出した時は電子制御回路
３６がソレノイド弁４０，４３を復元させ、減圧
ピストン１３の左側の室４２に液圧回路３８の液
圧が再び供給されて減圧ピストン１３が元の位置
に向かつて摺動し、ホイルブレーキシリンダ側液
圧回路の容積が減少してホイルブレーキシリンダ
５のブレーキ液圧が上昇し、車輪に対するブレー
キ力が増大する。減圧ピストン１３が元位置に復
帰するまでの間に車輪ロツクの前兆が検出されな
い時は減圧ピストン１３が元位置に戻り、第１弁
体１５をシート面２０Ｂから離脱させることとな
る。 As a result, the rotational speed of the wheels increases, and when the electronic control circuit 36 detects that the risk of wheel locking has disappeared based on the signal from the sensor 44, the electronic control circuit 36 restores the solenoid valves 40 and 43 to reduce the pressure. The hydraulic pressure of the hydraulic circuit 38 is again supplied to the chamber 42 on the left side of the piston 13, and the decompression piston 13 slides toward its original position, and the volume of the hydraulic pressure circuit on the wheel brake cylinder side decreases, causing the wheel brake cylinder 5, the brake fluid pressure increases, and the braking force on the wheels increases. If no sign of wheel lock is detected before the pressure reducing piston 13 returns to its original position, the pressure reducing piston 13 returns to its original position and the first valve body 15 is separated from the seat surface 20B.

液圧ポンプ２９の故障等により液圧回路３８に
所定の液圧が供給されなくなつた時にはスプリン
グ１７により第２弁体１６が第３シート部材１９
のシート面１９Ｂから離脱され且つ第２シート部
材２１のシート面２１Ｂに接触させられる。従つ
て、ブレーキベダル１を踏み込んだ時、減圧ピス
トン１３がブレーキマスタシリンダ２からの液圧
により摺動して第１弁体１５がシート面２０Ｂに
接触し、減圧室４６を介するホイルブレーキシリ
ンダ５への液圧供給ができなくなるところではあ
るが、第２弁体１６の作動により、ブレーキマス
タシリンダ２からの液圧は弁室４５−通孔１９Ａ
−弁室４８を介してホイルブレーキシリンダ５へ
と供給され、車輪にブレーキが掛かる。この時、
第２弁体１６がシート面２１Ｂに接触して減圧室
４６，室４７をホイルブレーキシリンダ５から遮
断するため、ブレーキ液が減圧室４６，室４７に
流入してブレーキペダルストロークが増加すると
言つた現象は生じないない。 When the predetermined hydraulic pressure is no longer supplied to the hydraulic circuit 38 due to a malfunction of the hydraulic pump 29 or the like, the spring 17 causes the second valve body 16 to close to the third seat member 19.
and is brought into contact with the seat surface 21B of the second sheet member 21. Therefore, when the brake pedal 1 is depressed, the pressure reducing piston 13 slides due to the hydraulic pressure from the brake master cylinder 2, the first valve body 15 comes into contact with the seat surface 20B, and the wheel brake cylinder 5 via the pressure reducing chamber 46 slides. However, due to the operation of the second valve body 16, the hydraulic pressure from the brake master cylinder 2 is transferred between the valve chamber 45 and the through hole 19A.
- is supplied via the valve chamber 48 to the wheel brake cylinder 5, which brakes the wheels; At this time,
Since the second valve body 16 contacts the seat surface 21B and isolates the decompression chambers 46 and 47 from the wheel brake cylinder 5, brake fluid flows into the decompression chambers 46 and 47, increasing the brake pedal stroke. No phenomenon occurs.

以上、本考案の一実施例について詳細に説明し
たが、本考案は一実施例に限定されるものではな
く、その実施に際して実用新案登録請求の範囲に
記載した範囲内で適宜変更することができる。例
えば、前述の一実施例では１つのスプリング１７
により両弁体１５，１６を付勢させているが、弁
体１５，１６を別々のスプリングにより付勢させ
ることもできる。また前述の一実施例では、シー
ト部材１９，２０，２１の圧入時において通孔２
０Ｄ，２１Ｄを一直線状に位置めすることによつ
て両通孔２０Ｄ，２１Ｄの連通を確立したが、シ
ート部材２０，２１の対向面の一方にシート部材
中心から通孔２０Ｄ，２１Ｄまでの距離を半径と
する環状溝を形成することにより通孔２０Ｄ，２
１Ｄの連通を確立し、以つて上記位置決めを省略
することができる。 Although one embodiment of the present invention has been described in detail above, the present invention is not limited to one embodiment, and may be modified as appropriate within the scope of the claims for utility model registration when implementing the invention. . For example, in one embodiment described above, one spring 17
Although both the valve bodies 15 and 16 are biased by the spring, the valve bodies 15 and 16 may be biased by separate springs. Further, in the above embodiment, when the sheet members 19, 20, 21 are press-fitted, the through holes 2
Although communication between the through holes 20D and 21D was established by positioning the through holes 20D and 21D in a straight line, the distance from the center of the sheet member to the through holes 20D and 21D was By forming an annular groove with a radius of , the through holes 20D, 2
1D communication can be established and the above positioning can be omitted.

〔考案の効果〕[Effect of idea]

以上詳細に説明したように、本考案によれば、
従来に比で、ボデーが小型化し、構成部品点数が
低減し、組付性が向上し、密封不良の心配も解消
する等、実用上の評価が高い効果が得られる。 As explained in detail above, according to the present invention,
Compared to conventional products, the body is smaller, the number of component parts is reduced, ease of assembly is improved, and concerns about poor sealing are eliminated, all of which have been highly evaluated in practical terms.

【図面の簡単な説明】[Brief explanation of the drawing]

第１図は本考案の一実施例を含むアンチスキツ
ド装置の系統図、第２図は第１図中の要部の分解
図である。 符号の説明、２……ブレーキマスタシリンダ、
５……ホイルブレーキシリンダ、１０……ブレー
キ液圧制御用弁装置、１１……ボデー、１１Ａ…
…入口、１１Ｂ……出口、１１Ｃ……シリンダ
孔、１３……減圧ピストン、１５……第１弁体、
１６……第２弁体、１７……スプリング、１８…
…シールリング、１９……第３シート部材、２０
……第１シート部材、２１……第２シート部材、
２４……バイパスピストン、４５，４８……弁
室。 FIG. 1 is a system diagram of an antiskid device including an embodiment of the present invention, and FIG. 2 is an exploded view of the main parts in FIG. 1. Explanation of symbols, 2...Brake master cylinder,
5...Wheel brake cylinder, 10...Valve device for brake fluid pressure control, 11...Body, 11A...
...Inlet, 11B...Outlet, 11C...Cylinder hole, 13...Decompression piston, 15...First valve body,
16...Second valve body, 17...Spring, 18...
... Seal ring, 19 ... Third sheet member, 20
...first sheet member, 21...second sheet member,
24... Bypass piston, 45, 48... Valve chamber.

Claims (1)

【実用新案登録請求の範囲】[Scope of utility model registration request] ブレーキマスタシリンダと接続する入口とホイ
ルブレーキシリンダと接続する出口及びこれらと
連通するシリンダ孔を有したボデーと、前記シリ
ンダ孔内にシリンダ孔内周面に対して密封的に嵌
入・固定され且つ軸方向孔を有した第１シート部
材と、前記シリンダ孔内にシリンダ孔内周面に対
して密封的に嵌入・固定されて前記第１シート部
材に隣接し且つ軸方向孔を有した第２シート部材
と、前記第１シート部材の前記孔及び前記第２シ
ート部材の前記孔にその一端側部分及び他端側部
分を夫々圧入されて前記第１シート部材及び第２
シート部材の内部に第１弁室及び第２弁室を夫々
形成する第３シート部材と、前記第１弁室及び第
２弁室に夫々収容された第１弁体及び第２弁体
と、前記入口を前記第１弁室及び前記第２弁室を
順次介して前記出口に接続するところの並列に設
けられた第１通路及び第２通路と、前記第１弁体
を前記第１シート部材のシート面に接触させて前
記第１通路を遮断させるとともに前記第２弁体を
前記第３シート部材のシート面から離脱させて前
記第２通路を開放させ且つ前記第２シート部材の
シート面に接触させて前記第１通路を遮断させる
スプリングと、前記第１弁体を前記スプリングに
抗して前記第１シート部材のシート面から離脱さ
せる減圧ピストンと、前記第２弁体を前記スプリ
ングに抗して前記第２シート部材のシート面から
離脱させ且つ前記第３シート部材のシート面に接
触させるバイパスピストンとを備え、前記第３シ
ート部材の外周と前記第１及び第２シート部材の
内周間を密封するシールリングが前記第３シート
部材の外周に形成された環状溝に組付けられてお
り、前記第３シート部材の前記環状溝よりも端側
の端部が前記第１及び第２シート部材の内周面と
は接触しない外径に設定されている、ブレーキ液
圧制御用弁装置。 A body having an inlet connected to a brake master cylinder, an outlet connected to a wheel brake cylinder, and a cylinder hole communicating with these; a first sheet member having a directional hole; and a second sheet adjacent to the first sheet member and having an axial hole, the second sheet being sealed and fixed in the cylinder hole with respect to the inner peripheral surface of the cylinder hole. The first sheet member and the second sheet member are press-fitted with one end and the other end thereof into the hole of the first sheet member and the hole of the second sheet member, respectively.
a third seat member forming a first valve chamber and a second valve chamber, respectively, inside the seat member; a first valve body and a second valve body accommodated in the first valve chamber and the second valve chamber, respectively; A first passage and a second passage provided in parallel connect the inlet to the outlet via the first valve chamber and the second valve chamber, and the first valve body is connected to the first seat member. The second valve body is brought into contact with the seat surface of the third seat member to block the first passage, and the second valve body is removed from the seat surface of the third seat member to open the second passage, and the second valve body is brought into contact with the seat surface of the second seat member. a spring that is brought into contact with each other to block off the first passage; a depressurizing piston that causes the first valve element to separate from the seat surface of the first seat member against the spring; and a pressure reducing piston that causes the second valve element to resist the spring. a bypass piston that separates from the seat surface of the second sheet member and contacts the seat surface of the third sheet member, the outer periphery of the third sheet member and the inner periphery of the first and second sheet members. A seal ring for sealing between the first and second sheet members is assembled in an annular groove formed on the outer periphery of the third sheet member, and an end portion of the third sheet member closer to the annular groove is attached to the first and second sheet members. A brake fluid pressure control valve device whose outer diameter is set so that it does not come into contact with the inner peripheral surface of the seat member.
JP1985008174U 1985-01-23 1985-01-23 Expired JPH036533Y2 (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP1985008174U JPH036533Y2 (en) 1985-01-23 1985-01-23
DE19863601833 DE3601833A1 (en) 1985-01-23 1986-01-22 VALVE UNIT FOR BRAKE PRESSURE CONTROL
US06/820,968 US4700991A (en) 1985-01-23 1986-01-22 Valve assembly for brake fluid pressure control

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
JP1985008174U JPH036533Y2 (en) 1985-01-23 1985-01-23

Publications (2)

Publication Number Publication Date
JPS61124465U JPS61124465U (en) 1986-08-05
JPH036533Y2 true JPH036533Y2 (en) 1991-02-19

Family

ID=11685957

Family Applications (1)

Application Number Title Priority Date Filing Date
JP1985008174U Expired JPH036533Y2 (en) 1985-01-23 1985-01-23

Country Status (3)

Country Link
US (1) US4700991A (en)
JP (1) JPH036533Y2 (en)
DE (1) DE3601833A1 (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3720803A1 (en) * 1987-06-24 1989-01-05 Bosch Gmbh Robert BRAKE SYSTEM
GB2213889B (en) * 1987-12-23 1991-08-14 Lucas Ind Plc Improvements in hydraulic anti-lock braking systems for vehicles
GB8803434D0 (en) * 1988-02-15 1988-03-16 Dewandre Co Ltd C Pilot operated hydraulic antilock modulator
US5112114A (en) * 1990-04-12 1992-05-12 General Motors Corporation Anti-spin hydraulic brake system
US5209552A (en) * 1990-05-17 1993-05-11 Alfred Teves Gmbh ABS pump pressure controls pressure limiting valve and loading valve
JP2849947B2 (en) * 1990-10-26 1999-01-27 本田技研工業株式会社 Braking fluid pressure control device
FR2691690B1 (en) * 1992-05-26 1994-07-22 Bendix Europ Services Tech BRAKING DEVICE WITH SINGLE DISTRIBUTOR FOR ANTI - LOCK AND ANTI - SKATING.
DE4232311C1 (en) * 1992-09-26 1994-02-24 Bosch Gmbh Robert Hydraulic vehicle brake system with anti-lock device

Family Cites Families (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1371159A (en) * 1971-11-18 1974-10-23 Aisin Seiki Antiskid control system
JPS51105577A (en) * 1975-03-13 1976-09-18 Aisin Seiki
DE2644659C2 (en) * 1976-10-02 1986-07-10 Alfred Teves Gmbh, 6000 Frankfurt Device for hydraulic brake systems with anti-lock protection
US4218100A (en) * 1978-09-11 1980-08-19 Societe Anonyme D.B.A. Antiskid brake system comprising a fluid replenishing device, and a replenishing device for such a system
JPS58199258A (en) * 1982-05-17 1983-11-19 Aisin Seiki Co Ltd Antiskid unit for automobile
JPS60203560A (en) * 1984-03-26 1985-10-15 Aisin Seiki Co Ltd Anti-skid controller

Also Published As

Publication number Publication date
US4700991A (en) 1987-10-20
DE3601833A1 (en) 1986-07-24
JPS61124465U (en) 1986-08-05

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